Automatic safety-controller for permanent-way locomotives and the like.



F. G. BARNES. AUTOMATIC SAFETY CONTROLLER FOB PERMANENT WAY LOCOMOTIVESAND THE LIKE.

APPLICATION FILED SEPT. 29. I914. m1 fiflwn Patented Feb. 13, 191?.

4 SHEETS-SHEET l.

I, F. e. BARNES. AUTOMATIC SAFETY CONTROLLER FOR PERMANENT WAYLOCOMOTIVES AND THE LIKE.

APPLICATION FILED SEPT-29. I914.

Patented Feb. 13, 1917.

I B E a m III'A wvavrm Frank/12? Geargc 542/ as A TTOP/VE/S F. e.BARNES.

AUTOMATIC SAFETY CONTROLLER FOR PERMANENT WAY LOCOMOTIVES AND THE LIKE.

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APPLICATION FILED SEPT- ZBI. IBM.

Patented Feb. 13,1917

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was I F. G. BARNES. AUTOMATIC SAFEIY CONTROLLER FOR PERMANENT WAYLOCOMOTLVES AND THE LIKE.

APPLICATLON FILED SEPT. 29. 1914. 1 m 6 M. Patented Feb. 13, 1917.

4 SHEETS-SHEET 4.

ANT anion.

FRANKLIN GEORGE BARNES, or WYNNUM SOUTH, NEAR BnIs aANE, QUEENSLAND,AUSTRALIA, ASSIGNOR TO BARNES TRAIN sror COMPANY, LIMITED, or BRISBANE,

AUSTRALIA.

l. AUTOMATIC SAFETY-CONTROLLER FOR PERMANENT-WAY LOCOMOTIVES AND TH?LIKE.

Specification of Letters Patent.

mama Net. 113, ram.

Application filed September 29, 1914. Serial No. 864,056.

' street, iVynnum South, near Brisbane, State of Queensland,Commonwealth of Aus tralia, a subject of the King of Great Britain, haveinvented certain new and useful Improvements in AutomaticSafety-Controllers for Permanent-fay Locomotives and the like; of whichthe following is a specification.

This invention relates to improved devices on locomotives whereby air orother fluid pressure brakes are automatically actuated should thetrainrun past a specially devised warning obstruction which with or.without a signal is set at danger. At the same time the inventionautomatically registers the time at which the locomotive or the likeruns past such danger signal or obstruction, this registration beingboth au dible and visible to the engine-driver in the-cab of thelocomotive or the like. The invention also provides permanent record ofthe number of the locomotive which contacted with the obstruction. Theinvention also provides means for re-setting the appliances after anoperation. The invention also provides means for controlling the partsso that when there are two obstructions set. on.the track the exhaustialve will only be operated from the obstruction when the 611-- gine runspast such obstruction in the direction for which it is set at danger.

In the following specification the invention is described as beingoperated by air which is intended to mean compressed air or other fluidpressure.

The device for accomplishing the above objects includes Firsta partwhich is hereinafter referred to as the obstruction and which ispositioned between the rails of the track, and' worked in conjunctionwith the signal so that when the signal is set at .danger theobstruction assumes a vertical position and thereby operates the brakeand re-.

cording systems above and hereinafter referred to. The flexibility andsize of the obstruction is so proportioned as to allow the obstructionto be deflected and permitthe striking arm of the locomotive after'making the record impression on one of the faces topass.

Second-an automatic exhaust valve attached to the bogie plate or othersuitable equivalent part of the locomotive where its movement relativeto the rails is unaffected or least affected by the engine springs. Itsaction is to open to atmosphere by means of striking arms and parts thebrake pipe containing air or other elastic fluid under pressure, whenthe obstruction has come into contact and operation. At the same timethe said striking arms by means of raised markings on coming intocontact with a lead or soft metal surface, provided on the obstructionmake'a permanent register of the number of the locomotiveupon the saidobstruction.

Thirdthe automatic brake valve operator part situated in the cab of thelocomotive in such, a position as to form an extension of or connectionto the usual form of drivers air brake valve. lVhen theobstructionoperates the exhaust valve the air in the cylinder of the brake valveoperator is released and .thereby causes a movement of a piston which bymechanical means rotates the drivers air brake valve handle and thusautomatically applies the air brakes in the same manner as manuallyeffected by the engine-driver under ordinary circumstances.

Fourth-the automatic register part which is fastened in the cab of thelocomotive in convenient position, its function being to automaticallyregister the time at which the exhaust valve is opened and the brakesapplied by the engine over-running the signal or obstruction set atdanger, and also the time at which the exhaust valve is re-set by theengine-driver, thus giving a complete record by means of permanent markson prepared disks. V

F1fth'the automatic warning Whistle consistlng of a pipe which allowsthe exhaust air fromthe exhaust valve when 'o'perated by theobstruction. as described to pass through a shrill whistle fixed in aconvenient place in the cab of the engine and thus warn the driver thathis locomotive has passed a danger signal.

:Sixththe re-setting appliance which comprises a three-way cock whichhas connections from the main air reservoir to the .haust valve has beenoperated, said valve can be reset by the fluid from the main airreservoir operating a small re-settlng valve which restores the exhaustvalve to its normal position and at the same time, actuatcs theautomatic register, thereby recording the time of such re-setting.

Se\'entl1the automatic direction control. This part is bolted and keyedto the locomotive bogie axle and by means of a loose collar, a splitsheave, coil springs, crank arms, and other parts as hereinafter furtherdescribed the levers controlling the exhaust U i 19 taken at rightangles thereto and showvalve are automatically moved according to thedirection of motion of the locomotive,-

so that the exhaust valve will only be actuatedfrom the obstruction whenthe engine runs past such obstruction in the direction for .which it isset at danger in conjunction with the signal device;

For the purpose of more clearly demonstrating the construction andworking of the several parts reference is hereinafter made to thedrawings showing one preferred form of my invention.

Figure 1 is a diagrammatic View of portion of the bogie frame and wheelsof a locomotive showing the relative positions of the obstruction, theautomatic exhaust valve, and the automatic direction control.

Fig. 2 is a diagrammatic View of the cab of a locomotive showing therelative positions of the automatic register, the automatic brakeoperator, the warning whistle and three-way cock.

Fig. 3 is a diagrammatic view of the bogie frame of a locomotive showingboth the ob;

structions in safety and danger posi-' tions and the lever arms whichoperate the.

exhaust valve, all other parts being omitted for the sake of clearness.-

Fig. 4 is a diagrammatic view showing in plan the parts illustrated inFig. 1 but omitting the exhaust valve and pipe connections thereto.

i Fig. 5 is a sectional and end view of locomotive bogie axle withautomatic direction control clutch .fixed thereon.

Fig. 6 is a section through inFig. 5. Fig-7 is an end sectionalelevation showing the automatic exhaust valve, the re-set ting valve,and details in conjunction therewith.

Fig. 8 is asectional plan through Y Y of Fig. 7.

Fig. 9 is a side view of the parts shown in Fig. 8.

Fig. 10 is a detail partly in section showautomatic Fig. 17 is asectional elevation of same taken at right angles to Fig. 16.

Fig. 18 is a sectional plan of same taken on the line Z -Z- of Figs. 16and 17.

Fig. 19 is a view showing the drivers air brake Valve casting" withextension coupling and partsfitted thereto.

Fig. 20 is a view of parts shown in Fig.

Fig. 3 one at each side of the track. These obstructions may be operatedand controlled by suitable cords and rods from the signals and theyassume a vertical position. when respective signals ,are'at danger. Whenthe obstructions are in this vertical position and the engine'passesthem, one of the obstructions contacts with either one of the strikingarms 2 or 3 according tosetting and the direction in which the engine isrunning and thereby actuates parts as hereinafter described. Thestriking arms 2 and 3 may have raised markings on them so as to leave arecord' impression on a soft metal facing.

removably attached to or conneotedwith the obstruction. safety theobstruction falls into position of inaction as shown at, 4, and allparts of the locomotive are clear of same when traveling over them.

One of the obstructions with portion of signal attachments isillustrated in Figs. 11 and 12, in which 5 is an'angle iron support and6 a bar both of which are secured to the rail 7 by means of a clip 8,and form a support for the pin 9. This pin'carries a grooved sheave 10with a weighted part 11,

fixed thereto by bolts 12. The obstruction is preferably formed as shownwith a spring like portion and a rectangular solid top 13, which mayhave soft metal faces 14, attached thereto. which is free to move aboutpin 9 and is also formed as shown with extension 16, Weighted end 17,and projection 18, which works When the signal is set at Eachobstruction has a boss 15- between the gap of .a quadrant 19. A

bar 20 is attached to weighted part 11 of grooved sheave 10. 21 is astop for thebar columns 33, 34, secured to plate 25. I ring Whichisattached to plate naienae ordinary signal by clips or the'like, so that,

when the semaphore is .at danger the obstruction is vertical. When thesemaphore is being lowered by the Signalman pulling against the balanceweight, the wire 23 rotates the sheave 10 (in direction of arrow in Fig.11) thus carrying around the balance weight 11. After rotating through apredetermined angle the bar 20 comes into contact with the extension 16and thereafter the obstruction is rotated along with the sheave 10;

this continues until either the signal ceases to move, or "the bar 20comes against the stop 21. In any case the obstruction cannot movefarther than the quadrant 19 allows it, on account of the projection 18.This move ment of the obstruction however is suflicient to cause thestriking arms 2 or 3 on the locomotive to. move past without touching 1.If desired the obstruction may be operated by means independent of thesignaling device, as for instance in emergency circumstances and by anyconvenient means such as by a wedge under the weighted part.

Referring now particularly to the exhaust valve and Figs. 7, 8, and 925is aplate attached to the bogie frame or, other convenient part of alocomotive, and fitted with a central spindle 26. This spindle carriesthe striking arms 2 and 3, which are formed with suitable bosses 27 and28 and cams 29.and 30, used for operating the exhaust valve. When theengine is at rest,'the striking arms 2 and 3 will occupy the positionsas shown in these figures, and are held by the damping springs 31 and32, which are fastened to the 35 is a 25 by means of bolts 36, andthereby forms an annular groove which receives the rings 39 and 40,which are fitted with fingers 41 .and 42.

These fingers are connected by rods 43 and A4, to the automaticdirection control hereinafter referred to. 45 and 46 are buffersattached to the plate 25 bymeans of bolts 47. Thesebuffers are' fittedwith pads or faces 49 of copper. or' like soft materiaLa-nd receive theimpact of the striking arms 2 and 3, when either of such strike one orthe other of the obstructions. springs attached to the bosses ofstriking arms 2 and 3, and serve to restore these arms to their normalpositional I 53 is the automatic "exhaust valve main casting attached bybracket 5 l to' plate 25. 55 is a pin which is secured to .53 and car-51 and 52 are cgil ries a ratchet segment 56 formed with a vertical barpiece 57. 58 is a pawl which engages ratchet 56 and is mounted on pin'59. 60 is a hole made in plate 25 to allow movement of pawl. 61 is theresetting cylinder with piston 62, and coupling 63. This cylinder isbolted to bracket 54. The exhaust valve is shown in detail in Fig. 10.53 is the main body casting, 64 the valve spindle, 65 seating of leatheror the like, 66 the valve disk, 67 spiral spring pressing disk 66 on toseat 68. 69 is air inlet coupling connected by pipe 7 O (Fig. 2) to theautomatic operator cylinder hereinafter referred to. 71 is air outletcoupling leading by pipe 72 (Figs. 1 and'2) to warning whistle 73 andautomatic register 74. 75 is a U shaped or other spring for keeping pawl58 engaged with ratchet.

The automatic control (Figs. 5 and 6) for moving that horizontalstriking arm which is situated on the right hand sideof the center lineof'the locomotive, in relation to its direction of motion so that itdoes not come into contact withthe corresponding obstruction, which isset on that side of the center line of the permanent'wayr 76 is the axleof the trailing bogie or other wheels of locomotive. 77'is a splitcasting which has flanged ends 78, 79, and lugs 80, 81, This splitcasting is fixed to axle 76 by means of a key 82 and the two halves ofcasting are securedtogether by the bolts 83, 84, which pass through thelugs 80, 81. .85 is a collar which is slidable on the split casting 77and is prevented from rotating by means ofa feather 86.- 87 ,is a splitcasting the two halves of which are fastened together by means of screws88; One half of this'cast ing has an extended arm 89, which is connectedat 90 to a rod 91, which operates the striking-arms 2 and 3, and theexhaust valve in the manner hereinafter described. Four studs 92 arescrewed at one end into the flanges 79 of the split casting 77, and atthe other end enter holes 93, formed in the slidable collar 85. Thestuds 92 are provided 87 .then remains stationary, but the axle is freeto revolve.

Figs. 1 to 6 illustrate the connections be tween the automatic directioncontrol and the exhaust valve operating mechanism. 91 is a rod connectedat one end by means of pin 90 to the arm 89 of the splitcasting 87, andat its other end to across head 169 by means of pin 170. This crossheadblock is slidable on a guide bar 171;;which is fastened valve handle 99.

ward projection 108 which is secured by by means of bolts 172 to plate25. 43 and 44 are bent rods swinging on steel pin 173 secured to crosshead; theseurods connect with rings 39 and 40 (Figs. 7 and 8) ashereinbefore described.

Referring to Figs. 19, 20, and 21 which illustrate the autpmatic brakeoperator in detail, 98 is the air brake valve casting, 99 the driversair brake handle, and 100 is the coupling ,on the brake valve castingleading to the main air reservoir. An extension coupling 101 withbracket 102 is screwed onto coupling 100 and is connected by piping inthe ordinary manner to main air reservoir. The coupling 101 is fitted atits upper end with a rotatable sleeve 103 kept inposition by a setcollar 104. This sleeve has extending from it a bent arm 105 and a smallbrass quadrant 106 with a boss 110. 107 is a sleeve which is fitted overthedrivers air brake This sleeve has a downmeans of screws 109, to thebent arm 105. The bell crank 111 is fulcrumed to the face of theextension coupling 101 by means of the pin 112. One arm of the crank 111is slotted at 113 to receive a sliding steel block 114, which isconnected by means of a suitable coupling 115 and pin 116 to the pistonrod 117. The other arm 118 of the bell crank bears against the edge ofthe quadrant 106 and is fitted with a steel spring 119 kept in place byscrews 120.

In the normal position of the drivers brake handle 99, the quadrant 106is in the position shown in Fig. 20. WVhen the driver desires to put hisbrake on manually he moves the handle 99 to either the ordinary brakeapplication position, or the emergency position, both operations beingcarried out without ,in any way moving the crank arm 111118 or spring119. When the brake is automatically applied by the mechanism of theexha'ust valve andauxiliary parts the crankarm 118 with spring 119attached moves over from'left to right pushing quadrant 106 before it,thus apply- .ing'the'brake'in the same way as manually "by the driver. I

The'travel which the crankarm 111-118 ordinarily has is suflicient topush the quad- ,rant 106 with the brake handle attached, over into theordinary brake, application position.

. On reaching this position the curved end of the spring 119 has comedown gently over the boss 110 thus preventing the'quadrant from movingfarther than the required brake application position, which it wouldotherw1se do owing'to momentum. l

If the driver should, after the mechanism has automatically operated theair brake valve to the ordinary service application position, desirefurther to use the emergency application, all that is required is forhim to push the handle into the emergency position. a reduction ofpressure on the underside of emma attached thereto by means of setscrews 128 (Fig. 20).

Referring particularly to Figs. 16, 17 and- 18, 48 is the operatorcylinder casting which is secured to the bracket 102 of the extensioncoupling 101. 122 is the reciprocating piston which may be formedintegral with the rod '117. The upper part of the'cylinder 48 isprovided with a coupling 123. which is connected by suitable piping 124with air main reservoir. The lower part has a coupling 125'and isconnected by piping 7 0. 126 is a suitable piston ring, and 127 arerubber or leather disks attached to the top and bottom of piston 122acting as butters: 128 is an adjusting screw for regulating thedownward, stroke of the piston.

Ports 129 130 are formed in the cylinder and regulat ng screws 131, 132,and 133are provided for regulating the coupling openings 123 and 125 andthe port 129.

When the exhaust valve is open, air will pass from main air reservoiralong passage 129 and coupling pipe 70 through valve 53 and pipe 72 tothe sounding whistle 73 and registering device 74 (Fig. 2).

A three-way cock 134 is placed in the cab of the locomotive (Fig. 2).This cock may be set so as to allow air to pass along pipe 135'from mainair reservoir alon pipe 136 to re-setting cylinder .61 (Figs. 7 and 10)thereby forcing the piston 62 outward and releasing the pawl 58 fromratchet segment 56- allowing the valve 66 to be closed by spring 67.

matic register 74. The cock 134 cannot be set so as to establish directcommunication between air reservoir and atmosphere.

The action of the automatic air brake operator is as follows: Normallythe piston is in the position shown in Fig. 16 and both top and bottomspaces between piston and cylinder casingv are under fluid pressure frommainreservoir, thetop portion receiving its pressure direct from mainreservoir through coupling inlet 123 thelower portion being incommunication with the top portion by port or passage129. The exhaustvalve is thus under similar fluid pressure by means of the pipe 70(Figs. 1 and 2).

As soon as the exhaust valve is opened the sudden release of pressurefrom same causes the piston in the operator cylinder, and this pistondescends without jerk to position shown in Fig. 17 thereby operating thebell crank 111 on its fulcrum pin 112 and causing the arm 118 to operateon the brass quadrant thereby partly rotating the sleeve 103 and thedrivers air brake handle 99 and auto- 139, glass front 140, clock hourshaft 141, carrying rotating dial 142, prepared paper or metallic sheetdisk 143, graduated in'hours. Three studs 144, attachmetallic paper diskto the'aluminum dial. Zero is marked at from which time is read. Thereis a small brass air or other fiuid pressure cylinder 146 operatingpiston rod 147 and crank 148 and small spindle. 149 running through anouter sleeve 150 which is operated by piston rod. 151 and crank 152 froma brass pressure cylinder 153. Brass styles 154, 155 operate so as tomake a mark onthe metallic paper disk 143 when moved by the respectivespindles 149 150 to which they are attached. 156 is a boss forthecoupling to air pipe 136 from the re-setting cylinder, and 157 is aboss for coupling to air pipe 72 fromexhaust valve. Lugs 158 are made tosupport case in the cab of the engine. Bearings 159 are supplied for thecranks and spindles. Fig. 15 shows a modified form of automatic registerin which 139 is the metal casing, 141 the clock hour shaft, 142 aluminumdial, 143 metallic or paper disk. 144 studs attaching disk 143 to dial142. 146 and,153 are the small brass cylinders with pistons 147 and 151,having rounded ends as shown. The

styles 154, 155 are pivoted at 161, 162, and

their bosses carry extensions 163 and 164. Theseextensions are forced tobear against the ball ends of the pistons 147 and 151 by the springs 165and 166, which work against stops 167 and168. When the pistons areforced outward by air pressure they move the extensions 163, 164, whichbeing connected to the same bosses as the styles 154,

155 cause these styles to move from their normalpositions. As soon asthe pressure is released from the cylinders 146 and 153 the parts assumetheir normal positions.

The clock mechanism of the register continually causes the aluminumdials to re-. volve, and two regular lines, are thus traced on themetallic paper disks by the styles,

: when the register is working under normal conditions. Should theregistering device come into operation by theaction of the exhaust valveor re-settin valve the corresponding style is deflected from its normalposition and records these facts on the metallic paper disk.

In order to describe the working of the various parts of this inventionin combination it will be assumed that both obstru ccions are in theirvertical or danger positions as illustrated in Fig. 3 and that the trainis traveling headon as indicated by arrows (Figs. 1, 4 and 8). volvingin the direction as indicated rotates the arm 89 by means of thefriction clutch LE I The axle 76 redevice, to position as indicated inFigs. 1 i

and 4, thereby drawing the rods 43 and 44, and the striking arms 2 and 3to position as indicated in Fig. 4. It the engine is traveling indirection of arrow (Fig. 4) the striking arm 2 will be in a position tostrike the obstruction 1, whereas the striking arm 3 has been drawnclear of will be seen that as the corresponding obstruction. Should the2 engine start to run tender first the rods and arms will be caused toassume the positions as shown in dotted lines (Fig. 4) whereby thestriking arm3 becomes operative and the striking arm, 2 is held clear ofthe obstruction. When one of the striking arms as 2 strikes theobstruction. 1, it is caused to partially rotate about the spindle 26(Figs. 7 and 8) thereby rotating the cam 29 moving the projecting arm 57of ratchet segment, and lifting exhaust valve thus allowlng air frommain air reservoir to pass through operator .cylinder 71' along pipe 70,through exhaust valve 53 to warning whistle 73 and registering device 74(Fig. 2).

What I claim as my invention and desire to secure by Letters Patent is:-

1. In an'automatic safety controllerfor locomotives, the combinationwith an erectable flexible topped obstruction member located along atrackway and presenting a soft metal face to receive recordingimpressions, of a brake mechanism including a main brake pipe, anexhaust valve associated with said brake pipe and a striking armassociated with said valve and adapted to engage and impress on saidsoft metal face a record to identify the locomotive.

2. In an automatic safety controller for locomotives, the combinationwith a pair of erectable flexible warning obstructions located .one'oneither side of the center of the trackway, said obstructions havingdetachably connected thereto a soft metal plate, of

brake appliances carried by -the locomotive and including a main airpipe, an exhaust valve normally closlng said pipe anda le- 1 .ver armassociated with the valve and adapted to open the same upon contact ofthe le ver arm with the said soft metal plate of either of theobstructions, whereby an identifying impression will be madeon said softmetal plate to indicate a locomotive the obstruction. g

3. In apparatus of the type described, the combination of a pair ofobstacles located along the trackway onopposite sides of the centerofthe track, means to elevate the obstructions into striking position whendesired, brake appliance carried by the locomotive and including a mainair line, an exhaust valve normally closing said air line, a pair ofstriking arms associated with said exhaust valve, and means toselectively cause either of said arms to open said valve while the otherarm remains inactive depending upon the direction of movement of thelocomotive.

4. In apparatus of the character set forth, the combination of a pair oftrack obstructions associated with the switclror signal mechanism onopposite sides of the center of striking the track, brake mechanismcarried by 'the' locomotive and including an exhaust valve normallyclosing the brake air line a pair of striking arms associated with saidvalve and adapted to engage the respective obstructions, and means madeoperative from the locomotive depending upon the direction of movementthereof to cause only the striking arm on the left side of thelocomotive considered in the direction of motion to be effective.

5. In a safety appliance for locomotives,

the'combination of an air pressure pipe, an

exhaust valve normally closing "the same,

said valve including a movablemember, a rod cooperating with saidmovable member and having ratchet teeth, a pawl cooperating with saidratchet teeth to hold the rod and valve member in position to hold thevalve open, means to actuate the rod when a danger point is passed, anaudible signal adapted tobe sounded by the air as it, passes Ithecombination of. a frame plate carried by through said exhaust valve,and fluid'pres sure means under the control of the engineer to reset thedevices by releasing the pawl fromsaid ratchet, said means including anair line pipe, a manually controlled three-way cock therein and apistonoperated from said air line pipe and engaging the pawl. v a

6. In a safety appliance for locomotives,

\ the bogie truck at a constant elevation above the rails, a compressedair pipe, an exhaust valve normally closing said pipe and carried bysaid plate, sald valve having a downwardly extending stem, an armpivoted on a vertical pivot below the plate and laterally of the valvestem, means interposed between the valve stem and said arm whereby saidarm when moved on its pivot will open said valve, and an obstructionlocated along the track and adapted when a" danger point is reached tobe struck by said arm, substantially as set forth.

1,21e,oao

coaxially upon the lower part of said frame Y and extending laterally inopposite directions from their pivot,means extending between the bogietruck axle and said arms to selectively make one or the other of themoperative upon striking said obstruction, de-

pending upon the direction of movement of the locomotive, means wherebysaid exhaust valve may be opened from either of sald arms, and means toreclose the valve.

8. In a safety appliance for locomotives,

\ the combination of a bogie truck, a frame plate carried thereby at adefinite elevation above theatrack rails, a compressed air line exhaustvalve carried by said plate, a pivoted member below said valve andextending downwardly through the plate, an arm pivotally mounted belowsaid plate and adapted to swing around a vertical axis adjacent saidpivoted member whereby said member is swung on its pivot by said arm toopen the valve, and means serving to normally hold said arm in positionto extend laterally from its pivot.

9. In a'safety appliance for locomotives, the combination with a'bogietruck including a frame and axles, of a horizontal plate carried by saidframe at a fixed elevation above the rails, a pair of striking armspivoted below the frame plate, shiftable mea'ns associated with one ofsaid axles whereby through the direction of rotation of said axle one orthe other; of said arms will be selectively made operative, and anexhaust valveadaptedto be opened by either of said arms, substantiallyas set forth.

10. In a safety appliance for locomotives, the combination of a bogietruck including a frame, and an axle, a plate carried by said frameat adefinite elevation above the rails, a vertical pivot member secured tosaid plate and extending below the" same, a pair of striking armsmounted on said pivot and extending normally laterally therefrom onopposite sides, a pair of rings surrounding and arranged concentricallywith said pivot, a pair *of fingers extending down-' wardly from therespective rings adjacent said .arms, one in front of onearm andtheother in therearof the .other arin, and

means frictionally connected to said axle" whereby according to thedirection of rota tion thereof one or the other of said arms will beswung around its pivot out of nor-' mal position.

, 11. In a safety appliance for locomotives, the combination of acompressed air pipe exhaust valve, means to support saidvalve at adefinite distance above the level of the rails,a pair of striking arms1ournaled arms, one finger being in front of its arm and the otherfinger being in the rear of its arm, a yoke mounted frictionally upon anaxle "of the locomotive, said yoke being adapted to rotate through anarc of a circle when the direction of the locomotive is reversed, meansto limit such rotation, means extending between said yoke and said ringsto cause rotation of the rings in accordance with the rotation of theyoke at the aforesaid change of direction whereby one or the other ofsaid arms will be thrown out of operating position, and means tending tohold the arms in mid position, substantially as set forth. A

12. In a safety appliance for locomotives, the combination of a frameplate carried at a definite elevation above the rails, a brake air valvecarried by said plate and includ ing a reciprocating member, a pivotedrod below the valve and extending below the plate and adapted when movedto act upon the reciprocating member to open-the valve,

a fixed pivot extending below the plate, and a striking arm having a hubjournaled on said 'pivot and extending thence laterally,

said hub having a cam adapted to engage said rod when the arm is swungaround its pivot in one direction.

13. In asafety appliance for locomotives, the combination of asupporting plate,

I means to carry said plate at a definite elevation above the rails, apivot fixed to said plate and extending below the same, a pivoted membermovable in a plane parallel to the axis of said pivot, a compressed airexhaust valve adapted to be opened by said member, a pair of arms havinghubs journaled on said pivot, each arm hub having a lug adapted toactuate said member, means to hold said valve actuating member so as tomaintain the valveopen, and means to release said holding means. 7

14. The herein described automatic safety controller comprising, incombination, brake mechanism carried by the locomotive including anormally closed exhaust valve, a striking member to open said exhaustvalve, said striking member being provided on its striking face withmarks to identify the particular locomotive carrying the same, anobstruction located along a trackway, said obstruction comprising amember adapted to be struck by said striking arm and including aremovable face plate of material adapted to be impressed by saidindividual character devices, means tending to normally hold saidobstruction elevated, and means between said obstruction and a signal torehandle and having slidable engagement with said piston, valve deviceswhereby the piston .is normally held in position to not interfere withthe usual action of the brake valve handle, and automatic meanstorelease the air from beneath said piston to allow the air pressure tomove the piston and actuate the brake valve handle to stop the trainwhen a danger point is passed.

16. In an automatic safety controller of the character set forth, thecombination with an engineers brake valve handle, of a compressed aircylinder adjacent said handle, a piston adapted to reciprocate in saidcylinder, said piston having a larger effective area on the bottom thanon its top, means to supply compressed air to said cylinder and actingnormally on both sides of the piston and holding it elevated, automaticmeans to relieve the pressure from below the piston allowing the regularpressure acting upon the top thereof to force the piston downwardly, andconnections between said piston and the brake valve handle to causeactuation of the same automatically when a danger point is passed.

17. In an automatic safety controller of the character set forth, thecombination with compressed air mechanism including an engineers brakevalve handle, of a compressed air cylinder adjacent said handle, apiston within the cylinder having a stem projecting through the upperend of the cylinder, means to maintain compressed air in the cylinder onopposite sides of the piston and serving to maintain the piston normallyelevated, means acting through the lower end of the cylinder todetermine the extent of movement downwardly of the piston, means toautomatically relieve the pressure in the cylinder below the piston,allowing the piston to descend forcibly when a dan- ,ger point ispassed, and connections between the piston and the brake valve handle.

18. In an automatic safety controller of the character set forth, thecombination of a pair of striking arms adapted to operate independentlyof each other, obstruction devices along the trackway to be engaged bysaid arms, brake mechanism adapted to be made operative from themovement of said arms, and direction control means to selectively makeone or the other of said arms operative depending upon the-direction ofmovement of the locomotive, said direction control means including acollar fixed to an axle, a yoke journaled on said collar and including alever arm projecting outwardly from the axis of the axle, a secondcollar slidable upon the first mentioned collar into frictionalengagement with said yoke and tending to cause rotation of the yoke withthe axle, a guide adjacent the axle, means slidable along the guide andlimited in its movement forwardly and rearwardly thereby, a connectingrod between said yoke arm and said sliding means, and connectionsbetweensaid sliding member and the respective striking arms whereby one or theother of said striking arms will be made ineffective depending upon thedirection of rotation of the axle.

19. The combination with a pair of erectable warning obstructionslocated on either side of the center of a trackway and means carried byeach obstruction to receive a record, of a brake mechanism carried by alocomotive and including a main brake pipe, an exhaust valve associatedwith said pipe, and a pair of striking arms associated with said valveand adapted to selectively engage 1,21e,oaa

the record means carried by one of said ob obstruct-ions, of a brakemechanism carried by a locomot1vecand lncludinga mam brake pipe, anexhaust air valve associated with the brake pipe and a pair of strikingarms associated with the said valve and adapted to selectively engageone of said armsand the aforesaid soft metal plates, whereby said platesare adapted to receive a record im pre'ssion to identify the engaginglocomotive. In testimony whereof the said FRANKLIN GEORGE BARNES hassigned his name to this specification in the presence of two subscribingwitnesses. J

FRANKLIN GEORGE BARNES. Witnesses ALISON EAVIS HARDING,

' EDWIN PHILIP NORMAN.

